Key Factors Influencing the Building of Arctic Shipping Routes

Shyu, Wen-Hwa; Ding, Ji-Feng

doi:10.1017/s0373463316000254

Cited by 16 publications

(7 citation statements)

References 17 publications

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“…Polar Code at IMO requires safe transit through Arctic and shipping companies consider safety as an import aspect (Shyu and Ding 2016), so this work assumes that all Arctic navigations need ice-breaker escort to improve the safety. Table A2 shows the estimations in the literature.…”

Section: Fundingmentioning

confidence: 99%

Container vessels diversion pattern to trans-Arctic shipping routes and GHG emission abatement potential

Wang

Silberman²,

Corbett

2020

Maritime Policy & Management

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Global shipping pattern is widely used to assess vessel-borne pollution risk and inform environmental policymaking. Due to ice retreat under climate change, new trans-Arctic navigation routes may become feasible and change the shipping and pollution pattern. Motivated by inconsistent conclusions on the economic feasibility of Arctic routes of the literature, this article performs modelling to examine the potential for general diversion pattern to the trans-Arctic routes of the global shipping traffic. While we find some trans-Arctic routes are economically feasible, the diversion potential of trans-Arctic routes may be overestimated. The sample in this work contains 522,691 shipping moves. Results show that a mere 83 moves would reduce distance and 45 would save sailing time through the Arctic; however, 20 moves would reduce shipping cost. Though few diversions may happen, we find that 20 economically feasible trans-Arctic diversions reduce GHG emissions. Their average fuel consumption reduction through the Arctic is 264 metric tons (MT) (reduced by 26%); the range is 125-328 MT. The average CO 2 e emission is 767 MT (reduced by 24%); the range is 359-954 MT. Most of these voyages are between North America and East Asia. Ship operators may consider making a diversion to achieve the GHG abatement goal.

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Section: Fundingmentioning

confidence: 99%

Container vessels diversion pattern to trans-Arctic shipping routes and GHG emission abatement potential

Wang

Silberman²,

Corbett

2020

Maritime Policy & Management

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“…Pruyn (2016) uses a sophisticated structural model including macroeconomic data from sixteen countries, vessel sizes, fleet age, freight rates and transport costs to explore the feasibility of the NSR. Other techniques such as discrete choice and MCDM models could aid model-based research by investigating stakeholders' perspectives regarding influential decision-making factors and the potential of Arctic shipping amongst others (Moon et al, 2015, Shyu and Ding, 2016, Benedyk and Peeta, 2016, Wang et al, 2018.…”

Section: Econometric Modelling Regression Panel Data Analysis and Omentioning

confidence: 99%

Arctic shipping: A systematic literature review of comparative studies

Theocharis

Pettit

Rodrigues

et al. 2018

Journal of Transport Geography

103

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Following the gradual decline of Arctic sea ice, shipping using Arctic routes increased from 2010. This led to an upsurge in the number of studies investigating the potential of Arctic maritime routes. A systematic literature review was conducted to assess the extant literature from 1980 to 2017 on comparative studies between Arctic and traditional routes. This review also aimed to provide an initial understanding on route choice decision-making factors and to contribute to the literature by providing suggestions for future research and methodological considerations. The competitiveness of Arctic routes is evaluated from both economic and environmental perspectives. Research themes and methodological characteristics are analysed in order to establish an evidence base in Arctic shipping literature. It is identified that analytical research methods and transport cost models are mainly employed. The results indicate that although Arctic routes can be more cost-effective and energy efficient compared to traditional ones, especially in the long-term, they can mainly serve as seasonal alternatives for bulk and specialised shipping in the short-term.

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“…To date, a large number of studies have been carried out on the development and implementation of biomedical programs and technological and organizational measures, such as a comprehensive system of medical support for FIFO personnel in the Far North and the Arctic [ 3 , 4 , 5 , 6 , 7 , 8 ] or a system for reducing accidents and injuries of FIFO personnel of oil and gas producing enterprises [ 9 , 10 , 11 , 12 ] and the model of medical and psychological support for FIFO work carried out in the Far North [ 13 , 14 , 15 , 16 , 17 , 18 , 19 , 20 , 21 ]. The wide variability of industries that use the FIFO work method makes it necessary to adapt existing technologies of medical and psychological support for personnel.…”

Section: Introductionmentioning

confidence: 99%

The Adverse Environmental Impact Factors Analysis on Fly-In-Fly-Out Personnel at Industrial Enterprises

Korneeva

2022

IJERPH

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(1) Background: the research purpose is to identify and describe the general and different factors of adverse environmental impact on FIFO personnel at industrial enterprises at different levels of differential analysis of professional activity. (2) Methods: The research involved 359 employees of industrial enterprises with FIFO work organization. The study was carried out using a questionnaire, including a subjective assessment of the discomfort of three groups of negative environment impact factors to the FIFO personnel: climatic-geographical, industrial and social. (3) Results: The relationship between the increase in the degree of discomfort of production factors due to the in-fluence of climatic, geographical and social conditions has been established. With a various location of objects, the greatest discomfort is felt from the action of climatic and production factors; with varying degrees of group isolation and the shift period duration—all three groups, with the greatest influence of domestic and social; in various industries and enterprises—all three groups. (4) Conclusions: The differential analysis of the professional activities of FIFO personnel of industrial enterprises should be carried out at the following levels: the location of an industrial facility, the degree of group isolation, the duration of the shift period, the industry, the type of enterprise and the professional group.

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Key Factors Influencing the Building of Arctic Shipping Routes

Cited by 16 publications

References 17 publications

Container vessels diversion pattern to trans-Arctic shipping routes and GHG emission abatement potential

Container vessels diversion pattern to trans-Arctic shipping routes and GHG emission abatement potential

Arctic shipping: A systematic literature review of comparative studies

The Adverse Environmental Impact Factors Analysis on Fly-In-Fly-Out Personnel at Industrial Enterprises

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